Ship construction



June 26, 1945.

M. G.UNN|NG SHIP CONSTRUCTION Filed se i. 13, 1943 4 Sheets-Sheet 1 June 26, 1945; M. FQGUNN'ING "SHIP (ZONSTRUCTION Filed Sept. 13, 1943 4 Sheets-Sheet 2 June 26, 1945. M. F; GUNN'ING SHIP CONSTRUCTION Filed Sept. 13, 1943 4 Sheets-Sheet s Jlllll ll llll ll f .m. f 1 m 1 I n qenlor June 26, 1945.

' M. F; GUNNING SHIP CONSTRUCTION Filed Sept. 15, 1 94s -4 Sheets-Sheet 4 t orneg;

Patented June 26, 1945 SHIP 'GONSTEUGTIQN Maximiliaan Frederik Gunning, letcrsfleld, England Application.- September 13, B143, semmmsczeo'z In Great-Britain October 2,1942

5 Claims. "(CL 114-16) This: invention relates to ship construction and more particularly the construction of a submarine and has for its object to provide a: construction which: has certain features which adapt it more especially for carrying cargo, though-the construction may alsobe used in a war-vessel.

The present invention is an improvement on a known type of submarine ship in which the hull comprises several separate compartments or subhuI-ls each cons'tructedto withstand considerable external pressure as when submerged, each of these compartments being circular in cross section over the" greater part of its: length. and all of them being grouped so that two of the compartments lie side by side with the third compartment abovethem, passages being provided as a means of communication between these compartments.

In sucha known construction the spaces between and around the compartments were closed in by plating giving the whole a suitableship form. In

a ship ofthe above type as hitherto proposed the main part of the vessel was constituted by the two lower compartments since the singleupper compartment was really of the nature'or an enlarged conning tower orlike structure, but pro vidmg quarters for the crew. In one suchconstruct'ion the upper compartment was even formed so that it could be detached in caseoi emergency;

An objection to a construction of'the above-type as hitherto proposed is that it would appear that insuffi'oient consideration had been given to: the longitudinal strength of the'vessel as a whole especially with respect to the upper compartment. While it would bepossible to regard the upper cylindrical compartment in these earlier vessels of this type as resembling thebridge superstruc- "tur'e in'an. ordinary vessel, it would have been necessary to provide additional longitudinal strengthening members both forward and aft-and thiswould; involve a not inconsiderable weight of material. -The strengthening members would also have tobe connected'to the upper compartment. A further objection to such a proposed construction-is thatit would be difficult to desi aform of vessel which would be suitable for high eter and a central upper compartment of such *greater length as toextend considerably in .both

the fore andiraft.directionsabeyond-, the ends of the lower compartments. It then-be :iound that in order to obtain 'sumcient submergedystabillty' without excessive use of ballast the cubic: capacity of the upper compartment can conveniently be made at least approximately equat :to-

may beconsiderably excess of the cubic content of the two lower lateral. compartments taken together. A- vessel. thus AGOnstructed may he said to -beareversalotstructures of the type in: question as-hitherto proposedrsince in the present invention thermain part ol the vessel is constituted by the single upper and central compartment with .alensth much in excess of the length of the lower compartments. This structureralso overcomes the dificulty with respect to longitudinal strength in that this upper compartment itseli serves "as-the upper strength member of the whole ship. This upper andrlongercompartmentor sub-hull be :made with at least one opening at One or at eachendthrough which material suchascargor can be vloaded and discharged, if the compartment-is designed :to have accommodation for such cargo In :addition -tothewthree main compartments or sub hulls there are-preferably one-or more other compartments of substantially similar construction which are disposedbelow the mainupper vcompartment "betweenithelower-main compartments and/or beyond'one or each end of these lower main compartments. I

Ballast tanks are'dlsposed in the space below the upper compartment and betweenit andthe two lowercompartmentsand other ballast tanks may" be provided -in thewforward and t after parts of the vessel within the external -plating. Fuel tanks also are suitably disposed and the longitudinal iuelbulkheads-are situatedsoas to reduce thence water surface in-the main ballast'tanks. Since cargo obiects or packages-sand other articlesot large-dimensionscan :be inserted and removed through openingsin the-endsof the upper huILthereisno need to prcvidelarge hatchways --e1sewhere which-tend to weaken the structure of awhull which is towithstand considerable external pressure The closurerequired for an openinsin the end oi a'hu-ll of circular crosssection isa simple matter.

-With the improved construction it is possible to usepropellersoi large diameter and to arrange good clearance for them by reason or the shape which may be :givenrto the. complete hull andv the position-of the shafts.

'I'hedesign' oi the-whole ship. may-be-. such the. its' water-flinezinssurface trim willbring. the ends of the upper compartment or sub-hull wholly or mainly above the surface of the water so that materialsuch as cargo may be loaded into the vessel or discharged from it through an opening in one or in both ends of the compartment. By making the two lower compartments of the same length and appreciably shorter than the upper and central compartment it becomes possible to carry up the keel at each end of the ship and thereby reduce the draft forward and aft.

The necessary ballast tanks can be arranged so that in effect they lie between the pressure hulls and thus their construction need not add.

much to the weight except at the bottomof the.

is required in any case. I

The heavier equipment such as engines 'and batteries will naturally be placed in the two lower pressure hulls leaving the upper hull for living accommodation and lighter equipment and in this way gOOd conditions for stability can be obtained when the vessel is submerged or at the surface. With respect testability the desired conditions can be determined by suitable design in which the spacing apart of 'the lower hull is afeatur'e. V I i l The accompanying drawings illustrate diag'rammatically and by way of example constructions of vessels which may be used in carrying the invention into practice. In these drawings: Figure 1 is a longitudinal sectional elevation of a submersible vessel embodying the features of this invention. K

Figure 2 is a sectional plan of thisvessel in a plane in then eighborhood of the waterline.

Figure 3 is a transverse section on the line 3-3 inFigurel. I Figure 4 is a similar section on-the line 4-4 in Figure 1. l 3 3 Figure 5 is again a-similar section on the'line 5- 5 in Figure 1. i m

Figure 6 is a longitudinal sectional elevation of a modified construction.

' Figure '7is a'plan showing the two lower main compartments or sub-hullsand adjacentp'arts.

Figure 8'is atransverses'ection on the line 8'8 inFigure 6. y

Figure 9 is alongitudi'nal sectional elevation of a further'modified construction designed for use at least partly as a 'war vessel.

Figure 10 is a sectional plan'in la plane in the neighbourhood or the water line of the vessel shownin Figure 9. I e p Figures 11,12, 13, 14 andl5 are transverse sections respectively on the lines -H, [2-42,

l3l3, Hll4 and l5 l5 in Figure Q'. 3 7

Referring first tothe' construction shown diagrammatically in Figures 1 to 5 whichillustr'ate a fast war vessel, there are here seenclea'rly the three main compartments or pressure hulls A, B and C. Of these the upper oneA-is the longer extending throughout almost the entire length of the vessel while the two lower compartments are much shorter extending over only the midship portion of the vessel. All threepressure" bulls are cylindrical and the upper one'A has the same diameter throughout its length, but each of the lower ones B and C is made conveniently with its forward and after parts'of less diameter than the centre parts. These smaller parts B}, B and C C3 maybe regarded as extensions of the main parts B and C of these compartments. Beyond the ends of the lower compartments B and Care other compartments D and E which are also formed cylindrical as smaller .munication with the conning tower G. The two .lower main compartments B and C contain the engines H and propelling machinery for the twin propellers J. In the auxiliary compartments L D and E are placed the batteries and parts of these compartments may be used for stores or other purposes. Extending over all the midship part of the length of the vessel and outside of the lower pressure hulls B and C and between them and-the plating are fuel tanks K, and in the space L between these hulls and in the spaces 1- and 1? forward and aft of the auxiliary compartments D and E are arranged ballast tanks which may also be disposed at the sides of these compartments.

It may be seen in Figure 3 how the three pressure hulls A, B and C of circular cross-section are arranged so that their axes are placed relatively as at the angles of an isosceles triangle such as is indicated in chain lines in that figure.

Turning to the construction shown in Figures 6, 7 and 8, this is more particularly designed as a cargo vessel. The three main pressure hulls A, B and C are arranged as before with the engines H and propelling machinery in the two lower hulls B and C with the batterie in auxiliary compartments D and E. In this case the forward and after parts B, B and C C of the lower hulls have the same diameter as the centre or main portions B and C of these hulls. These end parts may serve respectively as compartments for cargo. There is here shown how the upper pressure hull A may be provided, at least at one end, with means for loading and discharging cargo through the end of the hull. The vessel may be so designed that when in normal surface trim the end of the upper hull will come wholly or mostly above the water line M-M.

'The'end of the cylindrical hull A is closed by a.

cap A hinged at A and when this cap is lowered into the position in which it is shown in Figure 6 it may form a part of a ramp A along which goods can be conveyed for the loading or discharging of the vessel. In the arrangement shown since a part of the end of the pressure hull A lies below the water line M-M, it is necessary to prevent water entering the hull when the closure A at its end is removed. In some cases it may be possible to effect this b suitably trimming the vessel down by the stern. Alternatively and as shown in Figure 6 a well A with sides like coamings may be formed in the bow of the vessel outside the end otthe pressure hull A. The part A above this well and the ramp A is open, but any water which may have accumulated there can be removed before the cap A is lowered when a. passage clear of the water will be provided for the goods. In Figure 8 there are indicated communicating passages 13 and C between the upg per pressure hull A and the lower ones B and C.

and C form portions of the outer wall of the vessel over its midship part.

Referring now to the construction shown in Figures 9 to 15, this is a vessel designed mainly for war purposes, but having some accommodation for cargo. As in the constructions previously described, there are three main pressure hulls, an upper one A and two lower ones B and C and there are also auxiliary compartments D and E disposed fore and aft beyond the ends of the shorter lower hulls B and C and below the upper hull A. The midship and after parts B, B and C, C of the lower hulls contain the propelling machinery and in the fore parts B and C of these hulls the batteries are conveniently arranged. The auxiliary compartments D and E may be used for the stowage of mines if the vessel is intended for mine-laying.

In the upper pressure hull A there isprovided the accommodation for oflicers and crew, and the control room with access to the conning tower and passages leading to the lower hulls. At each end of this upper hull are groups of torpedo tubes N. It will be seen that these lie about or above the waterline M when the vessel is in surface trim with the efiect that the resistance which these tubes usually ofier to propulsion when a vessel is on the surface will be obviated or materially reduced. Also the position of these tubes is such that the torpedoes may be loaded into the vessel through the tubes thus avoiding the need for a long hatchway in the hull to enable the torpedoes to be taken into the vessel. Such a hatch is usually a serious point of weakness in the ordinary pressure hull. With the control room in the upper hull it will be in a conveniently raised position. It is an advantage to have the living accommodation in the upper hull since it is there removed from the noise of the engines in the lower hulls.

As is usual in submarines part of the outside tanks K maybe used as mainor auxiliary fuel oil tanks. The bulkheads of such main oil tanks may be arranged so as to minimise the free surface of the ballast water while the ballast tanks are being filled r emptied. Ballast tanks are provided at L and L In a submarine of ordinary construction the diameter of the pressure hull is usually more or less fixed by the displacement and the overall length and any variations at the ends are. determined by the necessity of obtaining a-ship-shape form. The problem in designing such a vessel is to utilise the space available to the greatest possible extent by proper placing of the motor, batteries and so forth. 0n the other hand in a submarine structure as now proposed it is possible to choose a different diameter for each separate hull and to vary the diameter of the hull along its length. Thus the diameter can be adapted to the space requirements of the particular gear to be fitted in each hull. Great economy in space results which is of the utmost importance in submarine design.

What I claim as my invention and desire to secure by Letters Patent is:

1. A ship the hull of which comprises in combination at least three compartments constituting sub-hulls and each constructed to withstand considerable external pressure, each sub-hull being circular in cross-section over the greater part of its length, the sub-hulls being grouped together so that two of them lie side by side in the horizontal direction with a third sub-hull compartment above them the two lower compartments being similar as to length and diameter while the single and central upper compartment is of greater length and extends considerably in both the fore and aft directions beyond the ends of the lower compartments, communicating passages between these sub-hulls, and plating enclosing the subhulls and closing in the spaces between them and giving the whole structure a ship form.

2. A ship the hull of which comprises in combination at least three compartments constitut ing sub-hulls which are circular in cross-section over the greater part of their length,the subhulls being grouped together so that two of them lie side by side in the horizontal direction with a third sub-hull compartment above them the two lower compartments being similar as to length and diameter while the single and central upper compartment is of greater length and extends considerably in both the fore and aft directions beyond the ends of the lower compartments, communicating passages between these sub-hulls, an I opening in at least one end in the uppermost of the three sub-hulls through which cargo can be loaded and discharged, a water-tight closure for such opening, and plating enclosing the sub-hulls and closing in the spaces between them and giving the whole structure a ship form.

3. A ship having in'combination the features as set out in claim 1, and at least one other compartment which is substantially similar to the said subhul1 compartments and is disposed below v the said upper sub-hull and between the said two lower sub-hulls.

4. A ship having in combination the features as set out in claim 1, wherein the two lower subhulls have diameters that vary along the lengths of said sub-hulls; and said diameters are equal at corresponding points along said lengths.

5. A ship having in combination the features as set out in claim 1, wherein the two lower subhulls have maximum diameters at least as great as that of the upper sub-hull over a substantial part of the midship portion of the length of said lower sub-hulls, the diameters of the said subhulls vary along the lengths of said sub-hulls, and the diameters of said sub-hulls are equal at corresponding points along said lengths.

MAXIMILIAAN FREDERIK GUNNING. 

